Apparatuses and Methods Useful for Centering Watercraft

ABSTRACT

Apparatuses and methods useful for helping to center watercraft—such as personal watercraft, ski boats, fishing boats, luxury boats, and the like—as they are docked (such as on trailers or watercraft-lifting systems), especially in rough waters and/or strong crosswinds.

CROSS-REFERENCE TO RELATED APPLICATION

This is a continuation of co-pending application Ser. No. 11/422,556,which was filed Jun. 6, 2006, has now issued as U.S. Pat. No. 7,267,071,and is a continuation of application Ser. No. 10/771,644, now U.S. Pat.No. 7,055,449. The disclosure of co-pending application Ser. No.11/422,556 is incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates generally to the field of watercraft. Moreparticularly, it relates to apparatuses and methods useful for helpingto center watercraft—such as personal watercraft, ski boats, fishingboats, luxury boats, and the like—as they are docked (such as ontrailers or watercraft-lifting systems).

2. Description of Related Art

Some trailers for loading and transporting boats and other watercraftare equipped with bunks positioned along the length of a portion of thetrailer. As the boat or other watercraft is driven onto the trailer forloading, the hull of the craft contacts the bunks and ultimately restson them once the craft is out of the water. The bunks help guide a craftthat is loaded in calm waters, but they are not very useful forcentering a craft that is loaded in rough waters and/or strongcrosswinds. A craft loaded during such conditions can get banged aroundby the bunks and potentially damaged.

Some trailers use rollers (e.g., wobble rollers and keel rollers)instead of, or in addition to, bunks. Rollers are not much more helpfulthan bunks at centering a craft that is loaded in rough waters and/orstrong crosswinds. Furthermore, rollers may damage the hull of the craftbecause of the large amount of force that can apply to a small area ofthe hull.

A number of trailer guides and mechanisms designed to make boat loadingeasier have been disclosed. See U.S. Pat. Nos. 4,209,279; 3,608,754;3,026,981; 3,447,815; 5,228,713; 5,013,206; 4,242,768; 4,715,768;4,094,527; 4,099,279; 5,299,903; 4,500,249; and 4,529,217, all of whichare incorporated by reference. While each of these disclosures purportto solve problems associated with boat loading, the inventor hasdiscovered that none is completely satisfactory.

Some watercraft, especially boats, are stored on the water instead ofbeing trailered. Watercraft that are stored on the water are generallylifted out of the water using a lifting mechanism of some kind in orderto minimize damage to the craft that might otherwise occur (i.e.,corrosion from the water, damage due to rough waters, etc.). Somelifting mechanisms involve lift tanks to which bunks are attached.Although lift tanks are generally more protected from rough watersand/or crosswinds than are trailers, such conditions can still makesteering a craft into place over a lift tank (or otherwatercraft-lifting system) difficult. The bunks attached to such lifttanks are generally not satisfactory at helping to center or centeringthe craft in the appropriate position over the tanks.

SUMMARY OF THE INVENTION

The inventor has created unique apparatuses and methods that make iteasier to center watercraft, especially in crosswinds and/or roughwaters. Watercraft docking should be easier and faster using the presentapparatuses and methods than has traditionally been possible, especiallyin rough waters and/or crosswinds.

Certain embodiments of the present apparatuses comprise an arm thatfloats in water and has (a) a surface that is configured to contact awatercraft hull, (b) a length, and (c) a passageway that is not centeredalong the length.

Certain embodiments of the present apparatuses comprise an arm thatfloats in water and that has a surface that is configured to (meaningconfigured to at least) contact a watercraft hull. The surface has apre-contact shape that is either substantially flat or bowed inwardly,and the arm is configured to be pivotally coupled to a watercraftdocking structure. Watercraft docking structures include boat trailers,personal watercraft trailers, and watercraft-lifting systems such as alifting system that utilizes lifting tanks, to name a few.

Certain embodiments of the present apparatuses comprise a pair of floatarms configured to help center a watercraft having a longitudinalwatercraft axis. Each float arm has a passageway that is substantiallyparallel to the longitudinal watercraft axis.

Certain embodiments of the present apparatuses are configured to becoupled to any suitable watercraft docking structure. Certainembodiments of the present apparatuses actually include the watercraftdocking structures. Other embodiments of the present apparatuses, anddetails associated with those embodiments, are described below and shownin the figures.

Certain embodiments of the present methods include, but are not limitedto, contacting a watercraft (e.g., the hull of a watercraft) withpivoting float arms positioned on different sides of the watercraft, thecontacting tending to center the watercraft over a watercraft dockingstructure, such as a trailer or a watercraft-lifting system.

Additional embodiments of the present structures and methods, anddetails associated with those embodiments, are described below.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings illustrate by way of example and not limitation.The use of identical reference numerals does not necessarily indicate anidentical structure. Rather, the same reference numeral may be used toindicate a similar feature or a feature with similar functionality.

FIG. 1 is a perspective view of one of the present float arms.

FIG. 2 is a front view (showing a side) of the float arm shown in FIG.1.

FIG. 3 is a top view of the float arm shown in FIG. 1.

FIG. 4 is a bottom view of the float arm shown in FIG. 1.

FIG. 5 is an outside end view of the float arm shown in FIG. 1.

FIG. 6 is an inside end view of the float arm shown in FIG. 1.

FIG. 7A depicts one example of a rotation-restricting opening that maybe provided in one of the present float arms.

FIG. 7B depicts how a spacer may rotate within the rotation-restrictingopening shown in FIG. 7A.

FIG. 8 is a perspective view of one of the present apparatuses in usewith a lift tank system.

FIG. 9 is a an end view of the apparatus shown in FIG. 8.

FIG. 10 is a top view of the frame of the apparatus shown in FIG. 8.

FIG. 11 is a top view of the apparatus shown in FIG. 8.

FIG. 12 is a side view of the apparatus shown in FIG. 8, where the lifttanks are in a raised position.

FIG. 13 is a side view of the apparatus shown in FIG. 8, where the lifttanks are in a lowered position.

FIG. 14A is a top view showing a portion of the frame shown in FIG. 10.

FIG. 14B shows a truss structure that may be used as an alternative to aportion of the structure depicted in FIG. 10.

FIG. 15 is a perspective view of one of the present apparatuses in usewith a trailer.

FIG. 16 is a perspective view showing the back portion of the apparatusshown in FIG. 15.

FIG. 17 is an end view of the apparatus shown in FIG. 15.

FIG. 18 is a side view showing the apparatus shown in FIG. 15 beingbacked down a ramp at a lake.

FIG. 19 is a side view showing a boat contacting the endmost float armsof the apparatus depicted in FIG. 18.

FIG. 20 is a partial perspective view, showing one manner of hinging theback portion of the apparatus shown in FIG. 15 to the front portion ofthat apparatus.

FIGS. 21A and 21B show structures that may be used consistently with thepresent frames.

DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The terms “comprise” (and any form of comprise, such as “comprises” and“comprising”), “have” (and any form of have, such as “has” and“having”), and “include” (and any form of include, such as “includes”and “including”) are open-ended linking verbs. As a result, an apparatus(e.g., an arm) or method that “comprises,” “has,” or “includes” one ormore elements or steps possesses those one or more elements or steps,but is not limited to possessing only those one or more elements orsteps. Likewise, an element of an apparatus or a step of a method that“comprises,” “has,” or “includes” one or more features possesses thoseone or more features, but is not limited to possessing only those one ormore features. Furthermore, a structure that is configured in a certainway must be configured in at least that way, but also may be configuredin a way or ways that are not listed.

The terms “a” and “an” are defined as one or more than one unless thisdisclosure explicitly requires otherwise. The term “coupled” is definedas connected, although not necessarily mechanically, and not necessarilydirectly. The term “configured” is defined by example as follows: aframe, for example, that is “configured” to be coupled to a trailer, forexample, is structurally adapted for connection to that trailer throughany suitable means. The term “substantially” is defined as at leastclose to (and can include) a given value or state (preferably within 10%of, more preferably within 1% of, and most preferably within 0.1% of).The present float arms are defined, in a broad respect, as structuresthat float in water.

A. The Present Float Arms

The present apparatuses include one or more of the present float arms.Two float arms are typically described as a “pair” of float arms. FIGS.1-6 are drawn to scale (in terms of proportions), and show differentviews of a preferred embodiment of the present float arms. The followingdescription pertains to the preferred embodiment, unless describedotherwise.

Float arm 10 has an inside end, designated generally by 12, an outsideend, designated generally by 14, and a middle portion, designatedgenerally by 13. Both inside end 12 and outside end 14 are configured tobe positioned such that they can contact, to some degree, a watercrafthull. Specifically, inside end 12 includes an inside end top surface 16that is configured to contact a watercraft hull. Similarly, outside end14 includes an outside end top surface 18 that is configured to contacta watercraft hull. As shown in the figures, both of these surfaces (oreither of them) can be substantially flat. Moreover, these surfaces (oreither of them) can have a pre-contact shape that is substantially flat,meaning that they are substantially flat prior to contact with awatercraft hull. Rollers (e.g., wobble rollers and keel rollers), incontrast, do not have surfaces that are configured to contact awatercraft hull and that are substantially flat, nor do they havesurfaces that are configured to contact a watercraft hull and that havea pre-contact shape that is substantially flat.

Alternatively, inside end top surface 16 and/or outside end top surface18 may be configured with one or more curves such that at least portionof each is bowed inwardly to best fit a given hull. Moreover, a portionof each of these surfaces (or either of them) can have a pre-contactshape that is bowed inwardly, meaning a portion of those surfaces hassome inward bowing prior to contact with a watercraft hull. In contrast,rollers (e.g., wobble rollers and keel rollers) do not have a surface(or a portion of a surface) that is configured to contact a watercrafthull and that is bowed inwardly, nor do they have a surface (or aportion of a surface) that is configured to contact a watercraft hulland has a pre-contact shape that is bowed inwardly.

It may prove to be desirable in some embodiments to configure thecontact areas of float arm 10—e.g., inside end top surface 16 andoutside end top surface 18—to have an outward bow. Such a configurationis consistent with certain embodiments of the present float arms.

Certain embodiments of the present float arms, including the preferredembodiment shown in FIGS. 1-6, may be characterized as having one ormore non-rolling, or non-rotating, contact areas (or watercraft hullcontact areas), or surfaces. Inside end top surface 16 and outside endtop surface 18 are examples of such contact areas. Rollers, in contrast,do not possess such contact areas.

Certain embodiments of the present float arms may possess contact areas(e.g., watercraft hull contact areas) that do roll, or turn, as awatercraft hull moves along them. For example, in certain embodiments,although not shown, a bar may be embedded in middle portion 13. The barmay extend beyond middle portion 13, and serve as a structure aroundwhich inside end 12 and outside end 14 rotate. The rotation may beachieved by providing inside end 12 and outside end 14 with a passagewayrunning in the direction of the length of float arm 10. The passagewaysof inside end 12 and outside end 14 may then be slipped over theprotruding bar (like a bicycle wheel over an axle), and the two ends maybe permitted to rotate about such a bar. The width and length of such afloat arm may be very similar to what is shown in FIGS. 1-6.

Inside end top surface 16 and/or outside end top surface 18 of thepreferred embodiment are configured such that each is generally widerthan long (see, e.g., FIG. 3). In contrast, the portions of atraditional roller that contact a watercraft hull are generally longerthan they are wide. Of course, it is possible, in other embodiments, tohave an inside end top surface 16 and/or an outside end top surface 18that are configured such that each is generally longer than wide.Furthermore, float arm 10 is configured such that inside end 12 (and,more specifically, inside end top surface 16) contacts a watercraft hullnearer the hull's center than outside end 14 (and, more specifically,outside end top surface 18).

The preferred embodiment of float arm 10 includes a middle portion topsurface—designated generally by 20—that extends between inside end topsurface 16 and outside end top surface 18. Middle portion top surface 20includes central portion 22, and side portions 24. Both central portionand side portions 22 and 24 are substantially flat, although otherconfigurations are possible in other embodiments. Central portion 22lies in a plane that is substantially parallel to the plane in whichinside end top surface 16 and outside end top surface 18 lie (in otherembodiments, inside end top surface 16 and outside end top surface 18 donot lie in the same plane). Side portions 24 slope downwardly fromcentral portion 22. The difference in height between central portion 22and inside and outside end top surfaces 16 and 18 may allow float arm 10to clear one or more chines of a watercraft hull.

As FIGS. 1 and 3 show, slanted surfaces connect inside and outside endtop surfaces 16 and 18 with middle portion top surface 20. Specifically,outside central slanted top surface 21 extends from outside end topsurface 18 to central portion 22, and outside slanted top surfaces 23extend from outside end top surface 18 to side portions 24. Insidecentral slanted top surface 25 extends from inside end top surface 16 tocentral portion 22, and inside slanted top surfaces 27 extend frominside end top surface 16 to side portions 24.

Slanted surfaces also connect inside and outside top surfaces 16 and 18to the end-most portions of inside end 12 and outside end 14. Startingfirst with outside end 14, outer central surface portion 31 and outerside surface portions 33 each extend from outside end top surface 18 tooutside edge 19. Similarly, inner central surface portion 41 and outerside surface portions 43 each extend from inside end top surface 16 tocurved inside edge 17.

The bottom of the preferred embodiment of float arm 10 is shown in FIG.4. The bottom includes a central bottom surface portion 50 that issubstantially flat (although other configurations are possible in otherembodiments) and side bottom surface portions 52 that extend upwardlyaway from central bottom surface portion 50 at an angle. The bottom ofthe preferred embodiment angles upwardly at inside and outside ends 12and 14. The outside bottom surface portion includes outside centralslanted bottom surface 54, which extends upwardly from central bottomsurface portion 50, and outside slanted bottom surfaces 56, which extendupwardly from side bottom surface portions 52. The inside bottom surfaceportion includes inside central slanted bottom surface 55, which extendsupwardly from central bottom surface portion 50, and inside slantedbottom surfaces 57, which extend upwardly from side bottom surfaceportions 52.

Float arm 10 includes side surfaces 30, both of which can be identicalin configuration (like the embodiment shown in FIGS. 1-6). In thepreferred embodiment, side surfaces 30 are substantially flat, althoughother configurations may be used with other embodiments. Side surface 30may each have strengthening recesses 32 that are oriented substantiallyperpendicular to the length of float arm 10. The strengthening recessesserve to stiffen side surfaces 30 of float arm 10. An exemplary depthfor strengthening recesses 32 is ¾ inches.

Float arm 10 also includes a passageway 40 that extends through floatarm 10 at an angle that is substantially perpendicular to its length.Passageway 40 extends between openings 42 positioned in side surfaces 30of float arm 10. Axis 44 runs through passageway 40, and serves as anaxis around which float arm 10 can pivot in use. A bar may be placedthrough passageway 40, as shown in other figures and discussed below,such that float arm 10 is capable of pivoting about that bar, and, morespecifically, about axis 44 running through the bar and passageway 40.The placement of passageway 40 in float arm 10 is one manner ofconfiguring float arm 10 to be pivotally coupled to something (e.g., abar). Openings 42 and passageway 40 may be, for example, 2 inches indiameter.

As FIGS. 1 and 2 show, passageway 40 may be off-centered along thelength (dimension A) of float arm 10. In this respect, float arm 10 maybe characterized as having a structure (e.g., passageway 40, or the walldefining passageway 40) that is configured to be pivotally coupled to awatercraft docking structure (e.g., through a frame), where thestructure is off-centered (i.e., not centered) along the length of floatarm 10. More specifically, float arm 10 may be characterized as having astructure (e.g., passageway 40, or the wall defining passageway 40) thatspans the width of a portion of float arm 10 and that is configured tobe pivotally coupled to a watercraft docking structure (e.g., a frame),where the structure is off-centered along the length of float arm 10.

As a result of positioning passageway 40 to the left of center (as shownin FIG. 2), less than half (e.g., approximately ⅓ using the preferredconfiguration of float arm 10 shown in FIGS. 1 and 2) of the forceexerted by a watercraft on a given float arm 10 will be countered byinside end top surface 16 and more than half (e.g., approximately ⅔using the preferred configuration of float arm 10 shown in FIGS. 1 and2) of the force exerted by a watercraft on that float arm will becountered by outside end top surface 18.

The embodiment of passageway 40 shown in FIGS. 1 and 2 is completelycontained within a portion of float arm 10. However, in otherembodiments of the present float arms, it will be understood by those ofordinary skill in the art, based on this disclosure, that passageway 40may, itself, be open to a slot or other structure (e.g., anotherpassageway), such that passageway 40 is not completely contained withina portion of float arm 10. For example, one of the present float armsmay be provided with a second passageway (not shown in the figures) thatcommunicates with passageway 40 and extends to central portion 22 ofmiddle portion top surface 20.

Each side surface 30 may also includes a strengthening recess 46 that ispositioned above opening 42. Strengthening recess 46 improves thestrength of float arm 10 in the region of opening 42, making it lesslikely that opening 42 will be damaged over time. An exemplary depth forstrengthening recess 46 is ¾ inches.

As FIGS. 3 and 4 show, inside end 12 has a width that is greater thanthe width of middle portion 13 and outside end 14. In some embodimentsof float arm 10, middle portion 13 and outside end 14 may have differentwidths. The greater width results in more surface area contact betweeninside end top surface 16 and the watercraft hull.

Exemplary dimensions that may be used to construct one of the presentfloat arms are: A may be 31 to 33 inches, including 32 inches; B may be5 to 6 inches, including 5½ inches; C may be 9 to 10 inches, including9½ inches; D may be 9 to 10 inches, including 9½ inches; E may be ¾inches; F may be 11 to 12 inches, including 11½ inches; G may be 8 to 10inches, including 9 inches; H may be 8 to 9 inches, including 8½ inches.

Although the transitions between different surface portions of thepreferred embodiment of float arm 10 have been depicted using lines thattypically represent changes of angle, those of ordinary skill in the artshould understand that those transitions may be smooth transitions, suchas those that would normally occur using suitable manufacturingtechniques like blow molding, or the like.

In certain embodiments, the present float arms can be constructed to besufficiently buoyancy that the frame to which they are coupled (e.g.,pivotally) does not sink in water. The present float arms may be made ofany suitable material, or combination of materials, that satisfy theapplicable buoyancy conditions, which will depend to at least somedegree on the size of the craft and the size of the frame. The presentfloat arms also may be sufficiently smooth or otherwise configured so asnot to mark up or damage the hull of the craft.

The present float arms may be made completely, or substantiallycompletely, from a number of different materials, including syntheticmaterial. A float arm made substantially completely from a syntheticmaterial is one made from material that is substantially completelysynthetic material. This does not mean that the float arm is asubstantially completely solid piece of material. A polymer may serve asthe synthetic material, and the polymer may be polyethylene (such ashigh density polyethylene) or urethane. The material that is used ispreferably virgin material when a polymer is concerned, but may also berecycled material, provided the requisite buoyancy for the chosenapplication is achieved. The present float arms that are made of apolymer, such as polyethylene, may be manufactured using the well-knownprocess of blow molding. Four pounds of polyethylene may be used tocreate the embodiment of float arm 10 shown in FIGS. 1-6 through blowmolding. The thickness of the resulting wall of material that definesthe shape of float arm 10 may be between 3/16 inches and ¼ inches.Urethane foam may be injected into one of the present hollow float armsto increase the stiffness of float arm. Roto molding may be used as analternative to blow molding. Furthermore, those of ordinary skill in theart will understand that other techniques also may be used.

Additionally, provided a float arm is molded from an appropriatematerial, it may be re-molded using heating. Thus, if one or more floatarms are provided with watercraft hull-contacting surfaces that arealigned with the chines of the watercraft, it may be possible to heatthose surfaces and press them against the chines to create an indentionor indentions that correspond to the chines.

B. Embodiments Suited for Use with Watercraft-Lifting Systems

The present apparatuses are useful for centering a watercraft that isbeing docked. This means that when the present apparatuses are used theywill, during the docking process, tend to center a watercraft that isinitially off-center, but this doe not mean that use of the presentapparatuses will necessarily result in a perfectly centered watercraft.The watercraft—such as a boat or a personal watercraft (e.g., a jetski)—can have a longitudinal watercraft axis. The longitudinalwatercraft axis of a given watercraft is an axis that runs from thefront of the craft (i.e., the bow) to the rear of the craft (i.e., thestern). FIGS. 8-13 show an embodiment of the present apparatuses that isconfigured for use with a watercraft-lifting system (in this example, alift tank system).

FIG. 8 is a perspective view of apparatus 100 in use with lift tanksystem 150. Lift tank system 150 includes two tanks 160, which may betraditional lifting tanks. The two tanks may be held together in anytraditional fashion, and may be made from any suitable material. FIGS.8-13 show that pieces of C-channel iron 161 can be used to hold the twotanks together near the front and rear of lift tank system 150 (the flatplates that can be attached to metal tanks (e.g., by welding) and towhich the C-channel iron 161 can be welded are not shown). Tanks 160may, of course, be secured to each other using any suitable means. Thelifting mechanism that can be used to control the height of tanks 160 inwater is not shown, in order to focus attention on the presentapparatuses. For lift tanks that are 13 feet long and 30 inches indiameter, 4-inch C-channel iron may be used for C-channel iron 161. Thetanks may be spaced apart from each other by 60 inches, from center tocenter. Tanks of many other sizes may be used consistently with thepresent apparatuses. For example, tanks ranging in diameter from 24inches to 36 inches may be used.

Apparatus 100, in a broad respect, includes a pair of float arms 10 thatare configured to help center a watercraft having a longitudinalwatercraft axis. A pair of float arms that is configured to “helpcenter” a watercraft will, when used, tend to center a watercraft duringthe docking process that is initially off-center, but may notnecessarily result in a perfectly centered watercraft. Passageway 40(not labeled for clarity) of each float arm 10 in the pair issubstantially parallel to the longitudinal watercraft axis, meaning thatthe axis that runs through passageway 40 (see FIG. 1) will besubstantially parallel to the longitudinal axis of a watercraft that isdocked over the float arms. The passageways of the float arms also serveas the means by which each float arm in the pair is configured to bepivotally coupled a watercraft docking structure (e.g., pivotallycoupled to lift tank system 150 through frame 200, discussed in greaterdetail below). Each of the float arms in the pair is, by virtue ofpassageway 40 in this embodiment, configured to pivot about an axis, thetwo axes being substantially parallel to each other and laterally spacedapart from each other.

Apparatus 100 may be configured to be coupled to (and, in thisembodiment, is coupled to) frame 200, which is configured to bepivotally coupled to (and, in this embodiment, is coupled to) lift tanksystem 150. Frame 200 includes two substantially parallel longitudinalbars 210 that run through passageways 40 of float arms 10. In theexemplary embodiment shown in FIGS. 8-13, bars 210 may be made fromschedule 40 pipe, may have an outer diameter of 2 inches (nominal), aninner diameter of 1½ inches, and be 13 feet long. Those of ordinaryskill in the art will understand, however, that bars 210—as well as allof the components shown in FIGS. 8-13—may be made from any suitablematerial.

The “Lake End” of frame 200 is labeled in FIG. 8. This is the end of theframe that will face the lake (or other body of water), and it is theend of the frame that a watercraft will approach first. The end viewshown in FIG. 9 is taken from inside the C-channel iron 161 farthestfrom the Lake End, looking toward the Lake End of frame 200.

A top view of frame 200 is shown in FIG. 10. This view shows that frame200 may include a number of spacers 205 that function to keep apart thefloat arms that are used. Although the spacers are shown as beingcylindrical in shape, they may also be square. For example, 11-gauge2-inch inner diameter galvanized steel box tubing may be used forspacers 205. Spacers 205 may be coupled to longitudinal bars 210 in anysuitable fashion, including the use of ⅜-inch bolts (e.g., ROLOC bolts).Holes for the bolts (not shown) may be drilled after float arms 10 andspacers 205 are in place, although the holes alternatively could bedrilled first. Spacers 205 may be made from any suitable material otherthan steel, provided the material is sufficiently sturdy.

In addition to keeping apart the float arms that are used, the spacersmay also play a role in restricting the rotation of a given float arm.Rotation restriction may be achieved by providing float arms 10 with oneor more rotation-restricting openings 41. A “rotation-restrictingopening” of a float arm is defined as an opening that is configured toprevent—when used in conjunction with a supplemental device (e.g., aspacer 205) that is connected (e.g., potentially integrally) in some wayto the bar or other structure running through the passageway bordered bythe opening—a complete revolution of the float arm around the bar orother structure about which the float arm pivots. There are many ways toachieve rotation-restriction openings, and many ways to control thedegree of rotation they permit.

An exemplary rotation-restricting opening 41 is shown in FIG. 7A. Thedegree of rotation permitted by this opening is 45 degrees; degrees ofrotation ranging from 5 to 45 degrees, from 10 to 45 degrees, from 15 to45 degrees, from 20 to 45 degrees, from 25 to 45 degrees, from 30 to 45degrees, from 35 to 45 degrees, and from 40 to 45 degrees may also beused. In particular, 30 degrees of rotation is one example of a suitablerange of rotation for the present rotation-restricting openings. Whenrotation-restricting openings 41 are used, they may be ¾ inches indepth. As FIG. 7A shows, rotation-restricting opening 41 may have twosets of rotation-restricting sides joined by arcs. Specifically, theembodiment of rotation-restricting opening 41 shown in FIG. 7A includesa first set of 4 rotation-restricting sides 41A and a second set ofrotation-restricting sides 41B. Arcs 41C connect therotation-restricting sides. Each rotation-restricting side 41A and 41Binclude a substantially straight segment against which a portion of aspacer 205 made from square tubing may rest. FIG. 7B shows how spacer205 may rotate between the two positions defined by the two sets ofrotation-restricting sides.

By using one or more rotation-restricting openings with one or more ofthe present float arms, the float arms should be prevented from pivotingtoo far, such that they get flipped over (for example) and can no longerfunction in the water. For example, if a watercraft (e.g., a boat) isoff-center (meaning it is not centered between the pairs of opposingfloat arms) during the initial stage of docking, and contacts one ormore floats to the outside of the longitudinal axis about which theypivot, the natural tendency of freely-rotating float arms will be todepress into the water and potentially flip over, sending the boat offto the side, and forcing the operator to start the docking process over.By using one or more of the present rotation-restricting openings,however, the potential for this should be minimized. When such openingsare used, the float arms that are contacted will be restricted in theirrotation from depressing into the water and flipping over, the frame towhich they are coupled will submerge as a result of the weight of theboat, and the buoyant force of the water will cause the outside end orends of the contact float arms to “close,” thus pushing the boat backtowards the center.

The rotation-restricting openings also may prevent float arms frompivoting too much when being transported, such as float arms that areused with a trailer (as described below). FIGS. 7A and 7B are to scalein terms of the proportions of rotation-restricting opening 41 andpassageway 40.

After the float arms or arms are positioned on a given frame, their“open” position may be fixed by using an embodiment of the presentrotation-restricting openings in combination with an embodiment of thepresent openings. For example, the “open” position shown in FIG. 17(which is not completely open in that the inside end and outside end topsurfaces (not labeled) are not perfectly parallel with the ground; the“open” position shown in this figure is actually “closed” by a fewdegrees) by fixing the position of the spacers that are used such thatthe float arms cannot be forced any more open. By configuring the floatarms that are used with an “open” position that is tilted slightlyinwardly, as shown in FIG. 17, it may be easier for a boat operator todock his or her boat than if the float arms are in an “open” positionthat is perfectly flat.

Spacers 205, and all structures that can be connected to longitudinalbars 210 and that contact the float arms in use, may be coated with aprotective coating designed not to scratch or damage the material fromwhich the float arms are made. A baked-on power coating, such as onemade from polyester, may be used for this purpose.

While spacers that have no breaks in their perimeter are shown in thefigures, those of ordinary skill in the art will understand that clamps(which are not complete rings or box tubes) also may be used for spacers205, provided a sufficient clamping force can be achieved initially andmaintained during docking of a watercraft.

As shown in FIG. 9, frame 200 also may include a number of tankconnection bars 220 that are connected (e.g., by welding) to a sleeve(e.g., metal sleeve) 207 (see FIG. 10; not visible in FIG. 9) throughwhich a given longitudinal bar 210 runs. Tank connection bars 220 extendfrom longitudinal bars 210 toward tanks 160 beneath them. Tankconnection bars 220 may be made from any suitable material, including11-gauge 2-inch galvanized steel box tubing; sleeves 207 may be madefrom any suitable material, including T-connectors that are made of11-gauge 2-inch galvanized steel box tubing. Sleeves 207 may be boltedto longitudinal bars 210 using the same type of bolts that may be usedto couple spacers 205 to longitudinal bars 210.

Frame 200 also may include tank footings 225, each of which is connectedto the lowermost end of a tank connection bar 220 in a manner thatprevents rotation of the pad. Each tank footing 225 includes two finger227 connected to a pad 229. The fingers may be connected to the pad bywelding, and the material used for both may be, for example, galvanizedsteel. A bolt may be used to pin a tank footing 225 to tank connectionbar 220. The bolt may be tightened, such that tank footing 225 becomesfix, after pad 229 is properly oriented with respect to the curve oftank 160. The curved surface of pad 229 may be configured to conform tothe shape of the tank 160 on which it rests when lift tank system 150 isin a raised position.

Frame 200 also may include lateral bars 230, each of which can beconnected to two opposing tank connection bars 220 in any suitablemanner, such as welding. Lateral bars 230 may be made from 11-gauge2-inch galvanized steel box tubing. Lateral bars 230 may beapproximately 44 inches long. Although not shown, a skeg tray may beattached to one or more lateral bars 230 to collect any skegs on thewatercraft hull. The skeg tray may have any suitable dimension,including being approximately 4 inches wide and 6 inches tall, and maybe made from any suitable material, such as 11-gauge steel.

Frame 200 pivots about frame axis 240, shown from the side in FIG. 12and from above in FIG. 10. Frame axis 240 runs through first bar 245(which may be part of frame 200, as shown in this embodiment), and issubstantially perpendicular to both (a) the longitudinal watercraft axisof the watercraft that can be docked on it and (b) axes 215.Longitudinal bars 210 are each connected to first bar 245 through angledbars 247 and sleeves (e.g., metal sleeves) 248 through whichlongitudinal bars 215 run and sleeves (e.g., metal sleeves) 249 throughwhich first bar 245 runs. First bar 245 may be made from schedule 40pipe having a 2-inch (nominal) outer diameter. Sleeves 248 may be madefrom 11-gauge 2-inch galvanized steel box tubing. Sleeve 249 may be madefrom 11-gauge 2-inch (nominal) inner diameter galvanized steel boxtubing. Angled bars 247 may be welded to sleeves 248 and 249, all ofwhich may be part of frame 200, as shown in the depicted embodiment. Thesleeves and spacers in FIGS. 12 and 13 have not been labeled so as notto clutter those drawings.

As best shown in FIG. 13, first bar 245 is connected to second bar 250,which may also be part of frame 200 as shown in this embodiment, andwhich has a stationary axis 255 running through it that is substantiallyparallel to frame axis 240. Even more specifically, frame 200 also mayinclude lift bar 260, which is connected to both first bar 245 andsecond bar 250 using angled braces 257. By way of example, to achievethe connection between first bar 245 and lift bar 260, two angled braces257 may each be welded to a sleeve (e.g., metal sleeve) 246 thatsurrounds first bar 245 (thus achieving an indirect connection to firstbar 245) and to lift bar 260. Lift bar 260 may be a 2-inch by 6-inch boxtube that is made from 11-gauge steel and is 36 inches long. Sleeve 246may be made from schedule 40 2-inch (nominal) inner diameter pipe.Angled braces 257 each may be made from 11-gauge 1½-inch box tubing.

The manner in which second bar 250 may be connected to lift bar 260 isshown only generally in FIGS. 10-13. A more detailed representation ofone manner of connecting second bar 250 to lift bar 260 appears in FIG.14A. Second bar 250 may be made from schedule 40 2-inch (nominal) innerdiameter pipe. As FIG. 14A shows, two short sections of pipe 261 may bethreaded through the open ends of second bar 250 by approximately 1 to 3inches. Short sections of pipe 261 may be schedule 40 2-inch (nominal)outer diameter pipe. Short sections of pipe 261 may be connected to(e.g., by welding) short sections of box tubing 263, which may be madefrom 11-gauge 2-inch galvanized steel box tubing. Box tubing sections263 may be connected using plates and U-bolts (not numbered) to lift bar269, which may be part of the pneumatic lifting system (not shown) thatoperates to raise and lower lift tanks 161. Lift bar 269 may be madefrom 11-gauge box tubing and may, in turn, be pivotally coupled toC-channel iron 161 using cylindrical collars 268. Although not shown,sleeves may be placed over C-channel iron 161 at the point of connectionof lift bar 269. Both C-channel iron 161 and lift bar 269 are well knownstructures to those of ordinary skill in the art.

FIG. 14B shows a truss structure that may be used as an alternative tolift bar 260 and angled braces 257. The truss structure includeslongitudinally-oriented bars 271 be connected in any suitable fashion(e.g., welded) to sleeve 246 and second bar 250. Crossbar 273 mayconnected (e.g., welded) at a right angle to bothlongitudinally-oriented bars 271. Bars 275 may then be connected indiagonal fashion to both longitudinally-oriented bars 271, as shown.Each of the bars shown in FIG. 14B may be made from any suitablematerial, including 11-gauge 2-inch galvanized steel box tubing.

Returning to apparatus 100, it includes at least two float arms 10, eachof which is pivotally coupled to frame 200. More specifically, eachfloat arm 10 is pivotally coupled to a longitudinal bar 210. “Pivotallycoupled” in this context means that the float arms can pivot to somedegree about longitudinal bar 210. The float arms need not be able torotate completely around a given longitudinal bar, but they should beable to pivot freely within some predetermined range (such as the rangedefined by the rotation-restricting sides shown in FIGS. 7A-7B), andthat predetermined range must be something other than simply incidentalslippage or rotation due to tolerances between parts. As FIG. 8 and 10show, multiple pairs (e.g., 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14,15, or more) of float arms 10 may be pivotally coupled to frame 200,each float arm 10 in a pair being pivotally coupled to one of thelongitudinal bars 210. For accommodating a watercraft, such as a boat,that is 18 to 28 feet long (e.g., 26 feet long), 7 and ½ to 8 and ½ feetwide (e.g., 8 and ½ feet wide) at the beam, and 1,200 to 7,000 pounds(e.g., about 6000 pounds), a pair of the float arms 10 shown in FIGS.1-6 may be used for approximately every 2 feet of boat length. FIG. 11is a top view of apparatus 100 in use with frame 200. As with FIGS. 12and 13, certain features have not been labeled in FIG. 11 in order tokeep the drawing clear.

An axis 215 runs through each longitudinal bar 210 (and consequentlythrough each float arm passageway 40). Axes 215 are laterally spacedapart from each other. A suitable lateral distance between the two is 30inches for a frame that is designed to accommodate the boats describedabove. The lateral distance may be altered—as those of ordinary skill inthe art will recognize from reading this description—depending on thesize of the watercraft that will be docked over the frame. Axes 215 alsomay be substantially parallel to the longitudinal watercraft axis,meaning that when a watercraft is docked in place above lift tank system150, the longitudinal axis of the watercraft will be substantiallyparallel to each axis 215.

Each float arm 10 of apparatus 100 is configured to pivot about an axis215 by virtue of the passageway provided in the float arm through whichlongitudinal bar 210 runs. Although longitudinal bars 210 each can beconstructed out of one continuous piece of material, either or both oflongitudinal bars 210 can be constructed out of multiple pieces ofmaterial, such as the material described above, that are coupledtogether (e.g., different bars connected together).

Lift tank system 150 is shown in its raised, or floating, position inFIGS. 8-12, and in its lowered, or submerged, position in FIG. 13. Todock a watercraft over lift tank system 150, lift tanks 160 aresubmerged using a traditional mechanism, such as pneumatics. As lifttanks 160 are submerged, float arms 10 of apparatus 100 will float,keeping frame 200 from submerging with lift tanks 160. Moreover, thelongitudinal bars of frame 200 may be a few inches out of calm water. Asa watercraft approaches apparatus 100, and the bow portion of thewatercraft hull contacts either or both of the float arms 10 in thefirst pair of float arms, the float arm or arms that are contacted willtend to center the watercraft over frame 200 and lift tank system 150.As this is going on, the pressure of the watercraft on the contacted armor arms will tend to submerge those arms. However, because the frame isable to pivot about frame axis 240, the entire frame should not submergewith that arm or those arms. Instead, the back end of frame 200 willtilt upward in response to the front end of frame 200 being submerged,the upward tilting being a result of the buoyant force of the water onthe front end float arms.

Were the frame to submerge, the buoyant force of the water would forcethe outside ends of the float arms to “close,” or swing upwardly out ofthe water and toward the center of the frame. Such a closedconfiguration would narrow the “target” for the watercraft operator, thetarget being the space into which the operator can maneuver thewatercraft. Because the frame is able to pivot, and the float arms nearthe front end of the frame are able to remain afloat and out of thewater, those float arms remain “open” (the outside end top surface 18facing up), and the operator's target is as large as it can be. This maymake docking the craft easier.

Furthermore, as the watercraft advances over apparatus 100, includingframe 200, float arms 10 will have a breaking (i.e., stopping) effect onthe watercraft, causing it slow down due to contact with inside end topsurface 16 and outside end top surface 18 of the various float arms.This breaking effect will be particularly advantageous in crosswindsand/or rough waters because it will allow the operator of the watercraftto approach apparatus 100 with more speed than has traditionally beenpossible. The operator will therefore have more control over thewatercraft during the docking process. As most operators know,watercraft operated at lower speeds are more difficult to steer andcontrol in crosswinds and/or rough waters.

Once the boat is docked over apparatus 100, lift tanks 160 may beraised, and the watercraft and apparatus 100 may be lifted out of thewater for short- or long-term storage of the watercraft. The combinationof tank connection bars 220 having tank footings 225 and lateral bars230, which are welded to and connect opposing tank connection bars 220,will provide sufficient support for frame 200 as the watercraft rests onframe 200.

C. Embodiments Suited for Use with Watercraft Trailers

The present apparatuses also can be configured for use with trailers.Specifically, some embodiments of the present apparatuses are configuredto be coupled to frames that are configured to be coupled to trailers;some embodiments include such frames; and some embodiments include boththe frame and the trailer. Some of the present frames—such as the oneshown in FIGS. 15 and 16—may be constructed in a manner that makes themconnectable to existing trailers (certain modifications may be made to agiven trailer to achieve the connection). In this sense, such a framemay be characterized as retrofittable to a given trailer. In othersituations, a trailer may be built initially with one of the presentframes coupled to it.

FIG. 15 shows an example of one of the present apparatuses that isconfigured to be coupled to (and, in fact, is coupled to) a frame thatis configured to be coupled to (and, in fact, is coupled to) awatercraft trailer (e.g., a boat trailer). A watercraft having alongitudinal watercraft axis may be docked (e.g., loaded) on apparatus300.

Apparatus 300 includes a frame 400 that is coupled to trailer 500. Inother embodiments, the present apparatuses are not simply just pivotallycoupled to a trailer, they include the trailer.

At least one pair of float arms 10 are pivotally coupled to frame 400.In this embodiment, 5 pairs of float arms 10 (for a total of 10 floatarms) are shown as being pivotally coupled to frame 400, although moreor fewer pairs may be used to best accommodate a given watercraft. Frame400 includes a back portion—designated generally by 425—to which floatarms 10 are pivotally coupled, and a front portion—designated generallyby 475—that is pivotally connected to back portion 425 along lateralaxis 450. Lateral axis 450 runs through four T-connectors 451, two ofwhich are coupled to substantially parallel front bars 460 (which arepart of this embodiment of front portion 475), and two of which arecoupled to substantially parallel longitudinal bars 210 (which are partof this embodiment of back portion 425). A lateral joining bar 453 runsthrough all four T-connectors 451, and is the bar around which theT-connectors pivot.

Instead of using four T-connectors to couple back portion 425 to frontportion 475, the arrangement shown in FIG. 20 may be used. T-connector505 may have an open portion 503 into which an end of a longitudinal bar210 may be inserted, and a closed portion 507 oriented substantiallyperpendicularly to portion 503. Bracket 513 may be connected to (e.g.,forged or welded) and effectively part of T-connector 505. T-connector525 may have a longitudinal open portion 523 into which an end of afront bar 460 may be inserted. T-connector 525 also may have a lateralopen portion 527 through which a bolt may be threaded around whichT-connector 525 can pivot. Bolts 530 can be used to connect theT-connectors to the bars positioned in their respective open portions. Abolt 535 also may be threaded through openings provided in bracket 513and lateral portion 527 of T-connector 525, to keep T-connector 525 inplace. FIG. 20 also shows that cradles 531 that are bolted (e.g., using⅜-inch ROLOC bolts) to lateral structural members 403 of frame 400 maybe used to support longitudinal support bars 210. Such cradles may beused near the front end of trailer 500 as well, in order to supportfront bars 460. Such cradles may be made from any suitable material,such as steel or polyethylene, and may be 6 inches wide at its widestpoint, 3 inches high, and 1½ inches thick.

Front portion 475 also is configured to be (and in this embodimentactually is) pivotally coupled to trailer 500 along lateral trailerconnection axis 480. That coupling occurs by virtue of front lateral bar477, the ends of which are positioned in the openings in box wells 479,which may be connected (e.g., by welding) to trailer 500 as shown inFIG. 15. An end of front bar 460 may be placed in the open longitudinalportion of a T-connector 451, and front lateral bar 477 may be threadedthrough the open lateral portion of that T-connector 451. A bolt may beplaced through the lateral portions of those T-connectors 451 in orderto fix them to front lateral bar 477, which can then pivot within boxwells 479. Alternatively, front lateral bar 477 can be fixed such thatit does not pivot within box wells 279 and the T-connectors may be notbolted to front lateral bar 477, such that they can pivot about frontlateral bar 477. Front lateral bar 477 may be connected to trailer 500in a manner that allows it, or the remainder of frame 400 connected toit, to pivot. For example, openings can be cut into the outermosttrailer frame segments (those to which box wells 479 are connected ontheir inside), front lateral bar 477 can be made long enough to extendthrough those openings, and a pin can be placed through the portions offront lateral bar 477 that extend outside of the outermost trailer framesegments, thus preventing front lateral bar 477 from moving back throughthe trailer frame openings.

Lateral trailer connection axis 480 is substantially parallel to lateralaxis 450. Frame 400 may be characterized as being configured to bepivotally coupled to trailer 500 along lateral trailer connection axis480 (which may also be characterized as a frame axis).

As shown in FIGS. 15 and 16, frame 400 (and, in this example, backportion 425 of frame 400) may include two substantially parallellongitudinal bars 210 that run through passageways 40 (not labeled inthese figures) of float arms 10 (some of which are not labeled in FIGS.15 and 16 for clarity). Thus, each float arm 10 is pivotally coupled toa longitudinal bar 210. As explained above, an axis 215 runs througheach longitudinal bar 210 (and consequently through each passageway 40).As a result, each float arm is configured to pivot about (and, in thisexample, actually pivots about) an axis 215. As explained above,longitudinal bars 210 can each be constructed of one continuous piece ofmaterial, or multiple pieces of material.

In addition to being substantially parallel to and laterally spacedapart from each other, axes 215 are substantially perpendicular tolateral axis 450 and lateral trailer connection axis 480. A preferablelateral distance between axes 215 is 30 inches for a frame that isdesigned to accommodate the range of watercraft sizes discussed above.Axes 215 also are substantially parallel to the longitudinal axis of thewatercraft that can come to rest on frame 400 when trailer 500 isloaded, meaning that when the watercraft is in place, the longitudinalaxis of that watercraft will be aligned substantially parallel to eachaxis 215, and substantially perpendicular to lateral axis 450 and tolateral trailer connection axis 480.

Frame 400 (and, in this example, back portion 425 of frame 400) mayinclude at least two (and, in this example, more than two) float armstops 415. Only one float arm stop 415 is clearly visible near eachfloat arm 10 in FIGS. 15 and 16, but a float arm stop 415 is positionedon each side of each float arm 10 such that the float arms 10 do notmove along longitudinal bars 210. Float arm stops 415 (not all of whichare labeled in FIGS. 15 and 16 for clarity) each include a brace portion417 (which may be bent, as shown, in order to properly clear therelevant portions of the hull (e.g., the keel), including any skegs) andcollars 419 coupled to brace portion 417. The depth of the bends ofbrace portions 417 may be 8 inches. A skeg tray, although not shown, maybe attached (e.g., using bolts) to one or more of brace portions 417,and may be sized as discussed above. Brace portions 417 of float armstops 415 may be schedule 40 2-inch (nominal) outer diameter, 1½-inchinner diameter pipe, and may be connected to collars 419, which may bemade of 11-gauge 2-inch galvanized steel box tubing, in any suitablemanner, such as by welding, nuts and bolts, or the like. Bolts, althoughnot shown, may be placed through collars 419 and longitudinal bars 210in order to couple float arm stops 415 to longitudinal bars 210.Furthermore, using bolts will fix the position of float arm stops 415along longitudinal bars 210. Those of ordinary skill in the art willunderstand, however, that any suitable means of coupling float arm stops415 to longitudinal bars 210 may be used. The portions of float armstops 415 that are configured to contact one or more of the presentfloat arms may be coated with a protective coating as discussed above.Float arm stops 415 not only function to prevent movement of float arms10 along longitudinal bars 210, they also may serve (in connection withany rotation-restricting openings that are provided with a given floatarm) to prevent too much rotation of a given float arm, and to stabilizeframe 400 by keeping longitudinal bars 210 from spreading apart when awatercraft hull contacts opposing float arms.

Turning to front portion 475 of frame 400, each front bar 460 has anaxis running through it (not shown), and those axes are substantiallyparallel to each other and to axes 215; they are also substantiallyperpendicular to lateral axis 450, lateral trailer connection axis 480,and the longitudinal axis of any watercraft that is loaded onto trailer500. Front bars 460 may be spaced apart from each other by 30 inches(although other distances are possible, as depicted in FIG. 15). Frontportion 475 of frame 400 (and, thus, frame 400) also may include lateralsupport bars 490 (which may be bent (having an exemplary depth of 8inches), as shown, to provide sufficient clearance for the keel of thewatercraft; or straight, where clearance is not a concern) that are eachcoupled to both front bars 460. Specifically, lateral support bars 490include collars 499 that may be coupled using any suitable means to thebrace portion 497 of each lateral support bar 490. Brace portions 497may be made from the same material, and sized the same, as braceportions 417; collars 499 may be made from the same material, and sizedthe same, as collars 419; and brace portion 497 may be coupled tocollars 499 in the same fashion that brace portion 417 may be coupled tocollars 419. Furthermore, the same type of bolts used to coupled collars419 to longitudinal bars 210 may be used to fixedly couple lateralsupport bars 490 to front bars 460.

As FIG. 17 shows, by virtue of the location of passageways 40 in theopposing float arms 10 in the pair shown, less than one half of thetotal mass (roughly denoted by dashed circle 95; e.g., approximately ⅓)of both float arms 10 can be positioned between longitudinal bars 210,and more than one half of the total mass (roughly denoted by the totalof dashed circles 97; e.g., approximately ⅔) of both float arms 10 canbe not positioned between longitudinal bars 210. This can be true forall pairs of float arms 10 that are pivotally coupled to frame 400. Theresulting force conditions for the configuration shown in FIG. 17 maythe same as are described above.

For a trailer 500 that is designed to accommodate watercraft (e.g.,boats) that range in size as described above, the following exemplarydimensions may be used to construct the embodiment of apparatus 400shown in FIGS. 15-16: float arms 10 may be constructed according to thedetails of the preferred embodiment shown in FIGS. 1-6; front bars 460may be made from schedule 40 2-inch (nominal) outer diameter pipe;T-connectors 451 into which the ends of front bars 460 may be insertedand through which front lateral bar 477 may be threaded may be made from11-gauge 2-inch galvanized steel box tubing and may have a longitudinalportion that is 2 inches long and a lateral portion that is 2 incheslong; T-connectors 451 into which the ends of front bars 460 may beinserted and through which lateral joining bar 453 may be threaded maybe made from the same material and have the same sized portions; frontlateral bar 477 may be made from schedule 40 2-inch (nominal) outerdiameter pipe, and approximately 2 inches of front lateral bar 477 maybe placed through the openings in box wells 479; lateral joining bar 453may be made from schedule 40 2-inch (nominal) outer diameter pipe;T-connector 505 may be made from 11-gauge galvanized steel, have an open(longitudinal) portion 503 that is 2 inches (nominal) in inner diameter;bracket 513 may be made from 11-gauge galvanized steel; T-connector 525may be made from 11-gauge galvanized steel, have a longitudinal openportion 523 that is 2 inches (nominal) in inner diameter, and a lateralopen portion 527 that is 2 inches (nominal) in inner diameter; bolts530, which may also be used to connect the collars discussed above tolongitudinal bars 210 or front bars 460, may be made from ⅜-inch ROLOCmaterial; bolt 535 may be made from ½-inch ROLOC material; and theversion of longitudinal bars 210 depicted in FIGS. 15-16 may be madefrom schedule 40 2-inch (nominal) outer diameter pipe.

FIG. 18 is a side view showing generically (float arm stops 415 are notdepicted) how the back and front portions of frame 400 of apparatus 300function when trailer 500 is connected to a vehicle 600 and backed downa ramp into a body of water 700. As the figure shows, although backportion 425 is capable of pivoting with respect to front portion 475,once trailer 500 is backed down the ramp to a sufficient depth in thewater, the two portions will be substantially level with each other. Asa result, back portion 425 will be suspended by the float arms such thatits longitudinal bars can be slightly out of the water (e.g., by about 4inches). This, in turn, will keep the float arms “open” (meaning theinside and outside end top surfaces of the float arms will be facingsubstantially upwardly, or toward the sky) as boat 800 approaches. Itwill also give the boat operator an easier target than the submergedbunks he or she might otherwise be facing.

FIG. 19 shows boat 800 contacting the rearmost portion of frame 400 andthe rearmost float arms reacting to that contact. As the figure shows,the outside ends of the float arms (and, more specifically, the outsideend top surfaces) or of whichever of the float arms is first contactedmay come into contact with the hull of the watercraft. That contactresults from the inside end top surfaces (unlabeled in this figure) orsurface contacting the hull of the watercraft first, causing the floatarms to pivot and outside end top surfaces to “close.” This pivotingaction—which is a result of the boat hull forcing the inside end or endsof the first float arms into the water, and the water exerting a buoyantforce on the outside end or ends of the first float arms—helps to centerboat 800 over back portion 425. Once boat 800 is centered (or at leastsubstantially centered) over apparatus 300, opposing float arms 10 willput equal (or at least substantially equal) pressure on boat 800. Thesame is true of the float arms that are used in the lift tank assemblyembodiments discussed above. Float arms 10 that are pivotally coupled toback portion 425 will have the same desirable breaking effect on boat800 that is described above with respect to float arms 10 of apparatus100.

D. Embodiments of the Present Methods

The present methods include coupling any of the present apparatuses toany of the present frames, or portions of the present frames (e.g.,longitudinal bars 210). The present methods also include contacting awatercraft (more particularly, the hull of the watercraft) with pivotingfloat arms that are positioned on different sides of the watercraft, thecontacting tending to center the watercraft over a watercraft dockingstructure, and each float arm pivoting about an axis positioned in apassageway that is not centered along the length of the float arm. Incertain embodiments of this particular method, the pivoting float armsinclude a first pivoting float arm that pivots about a first axis, and asecond pivoting float arm that pivots about a second axis, the first andsecond axes being (i) spaced apart from each other, (ii) substantiallyparallel to each other, and (iii) substantially parallel to alongitudinal axis of the watercraft.

The present methods also include contacting one side of a hull of awatercraft moving in one direction with one or more first pivoting floatarms, the watercraft moving in another direction as a result of, atleast in part, the contacting; and contacting another side of the hullof a watercraft with one or more second pivoting float arms; thecontacting one side and the contacting another side tending to centerthe watercraft over a trailer or a watercraft-lifting system.

The present methods also including centering (which does not requireperfectly centering) a watercraft over a watercraft docking structureusing pivoting float arms. The float arms may contact the watercraftmore than any other feature of the watercraft docking structure duringthe centering.

The present methods also include placing (e.g., by steering) a hull of awatercraft on a buoyant arm (e.g., one manner of characterizing thepresent float arms); and causing at least a portion of the buoyant armto rotate from the weight of the watercraft to help in centering thewatercraft over a watercraft docking structure.

It should be understood that the present structures and methods are notintended to be limited to the particular forms disclosed. Rather, theyare to cover all modifications, equivalents, and alternatives fallingwithin the scope of the claims. For example, float arms have proportionssimilar to those of the embodiment of float arm 10 shown in FIGS. 1-6,but that are larger or smaller than the dimensions provided above, maybe used to create float arms suitable for use with larger or smallerwatercraft, respectively, than the watercraft described above. Forexample, by scaling down the size of float arms 10 from the exemplarydimensions provided above, personal watercraft (such as jet skis) havinga beam of approximately 48 inches may be accommodated. The framesdescribed above also may be scaled down to best fit a given application.

Furthermore, there are many ways to construct the present frames. Forexample, for some applications, a frame that comprises a single spinemay be used. That is, the float arms that are utilized for someapplications may be positioned along a single bar, instead of two barsas shown in the present figures. Furthermore, although the present 2-barframe embodiments have members that connect the two longitudinal barsand keep them from separating (e.g., lateral bars 230 for frame 200 andfloat arm stops 415 for frame 400), other structures may be used to keepthe two longitudinal bars from separating may be used. For example, astructure that is coupled to each longitudinal bar, and that do notdirectly link the two longitudinal bars, may be used to counter thelateral components of the force a watercraft would otherwise have on thelongitudinal bars.

As yet another example, a single bar that includes laterally-offsetlongitudinal spine segments interconnected by parallel, spaced-apartlateral members (see FIG. 21A) may be used consistently with embodimentsof the present frames. Embodiments of the present float arms may beplaced along the laterally-offset longitudinal spine segments. In asimilar embodiment, the lateral members may be angled to better ensurethat float arms may be positioned opposite one another (see FIG. 21B).

Further still, the present apparatuses are suited for use with manydifferent kinds of watercraft docking structures. Although floating lifttanks and trailers have been illustrated and described, other watercraftdocking structures may also be used. For example, lift systems thatinclude electrically-driven pulley systems may be used consistently withthe present apparatuses.

The claims are not to be interpreted as including means-plus- orstep-plus-function limitations, unless such a limitation is explicitlyrecited in a given claim using the phrase(s) “means for” or “step for,”respectively.

1. An arm that floats in water, the arm having (a) a surface that isconfigured to contact a watercraft hull, (b) a length, and (c) apassageway that is not centered along the length.
 2. The arm of claim 1,where the watercraft hull is part of a watercraft that has alongitudinal watercraft axis, and the passageway is substantiallyparallel to the longitudinal watercraft axis.
 3. The arm of claim 1,where the surface has a pre-contact shape that is substantially flat orbowed inwardly.
 4. The arm of claim 1, where the arm is madesubstantially completely of synthetic material.
 5. The arm of claim 1,where the passageway extends between two rotation-restricting openings.6. An arm that floats in water and that has a surface that is configuredto contact a watercraft hull, the surface having a pre-contact shapethat is either substantially flat or bowed inwardly, and the arm beingconfigured to be pivotally coupled to a watercraft docking structure. 7.The arm of claim 6, where the arm also has a second surface that isconfigured to contact a watercraft hull, the second surface having apre-contact shape that is either substantially flat or bowed inwardly.8. The arm of claim 6, where the arm is made substantially completely ofsynthetic material.
 9. The arm of claim 6, where the arm has (i) alength and (ii) an opening that is not centered along the length. 10.The arm of claim 9, where the opening is a rotation-restricting opening.11. The arm of claim 6, where the arm has a length, a longitudinal axisoriented along the length, and a passageway that is substantiallyperpendicular to the longitudinal axis.
 12. An arm that floats in waterand is configured to (a) contact a watercraft hull with a surface thatis generally wider than long, and (b) be pivotally coupled to awatercraft docking structure.
 13. The arm of claim 12, where the armalso is configured to contact a watercraft hull with a second surfacethat is generally wider than long.
 14. The arm of claim 12, where thearm is made substantially completely of synthetic material.
 15. The armof claim 12, where the arm has (i) a length and (ii) an opening that isnot centered along the length.
 16. The arm of claim 15, where theopening is a rotation-restricting opening.
 17. The arm of claim 12,where the arm has a length, a longitudinal axis oriented along thelength, and a passageway that is substantially perpendicular to thelongitudinal axis.
 18. An arm that floats in water and is configured to(a) contact a watercraft hull with a surface that is non-rolling, and(b) be pivotally coupled to a watercraft docking structure.
 19. The armof claim 18, where the arm also is configured to contact a watercrafthull with a second surface that is non-rolling.
 20. The arm of claim 18,where the arm is made substantially completely of synthetic material.